Method and apparatus for cooling and conditioning air in inclosures



Jan. 8, 1935. Q w. J: MADDEN 1,986,978

METHOD AND APPARATUS rqa COOLINGJKND. CQNDITIONING AIR IN INCLOSURES Filed--July 1 1953 GISheets-Sheet 1 FIGEI- II 1I gl 'll INVENTOR: M Z lz'amJ Madden TTORNEYS.

Jan. 8, 1935.. w. J MADDEN f 1,986,978

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Jan. 8, 1935. w. J. MADDEN 1, I METHOD AND APPARATUS FOR COOLING AND COND ITIONING AIR IN INCLCSURES I Filed J ly 10, 1935 s Shet-Sheet 5 5E9 INVENTOR:

WIT ELSSE 1 F Wz'ZZz'amJDfaddeiq 21 BY TTORNEYS.

Jan. 8, 1935. w. J. MADDEN 1,986,973

METHOD AND APPARATUS FOR COOLING AND CONDITIONING AIR IN INCLOSURES I Filed July 10, 1933 6 ShOBtS-ShBGt ITNESS S.- INVENTOR: 67/? EOW 1 William JMadaZen M ATTORNEYS.

Jan. 8, 1935. w. J. MADDEN ,9 METHOD AND APPARATUS FOR COOLING AND CONDITIONING AI R I" INCLOSURES v Filed'Ju ly 10, 1955 6 Sheets-Sheet 5.

INVENTOR: William Jmadden,

BY W H a ATTORNEYS.

Jan. 8, 1935. w. J. MADDE N 1,986,973 METHOD AND APPARATUS FOR COOLING. AND CONDITIONING AIR IN INCLOSURES Filed July 10, 1953 6 sheets-sheet 6 INVENTOR: William TMadden;,

JA TTORNEYS.

tutes a continuation in part of my co-pending ap- Patented Jan. 8, 1 935 r METHOD AND APPARATUS FOR COOLING AND CONDITIONING Am IN INGLOSURES William J. Madden, Lansdowna la. Application July 10, 1933, Serial No. 679,747

17 Claims. (o1. 62-176) This invention relates to a system for cooling and conditioning air in inclosures where people assemble, and though particularly adapted for incorporation in railway passenger cars, the invention is useful also as applied to theatres, apartments, hospitals and many other inclosures where it is desirable to cool and condition the air in hot weather. The present application constil0 plication for U. S. Letters Patent, Serial No.

679,745, filed July 10, 1983, wherein I have described those features of my invention which are generally applicable to the conditioning of air in railway passenger cars at all seasons of the year. Generally stated, .the object of this invention is to provide, in an inclosure where people assemble, a method of and means for eificiently and economically cooling and conditioning the air, thereby insuring comfort to the occupants in hot 20' weather.

A more specific object of the invention is to provide a system of air circulation which will cause the body of airin the interior space of the inclosure to move longitudinally in parallel strata toward a wall of the inclosure, to be cooled in transit, and then mixed with regulated quantities of air from the outside atmosphere, thereby maintaining uniformity of temperature in all regions of the passenger space while gradually substitut- 3o ing fresh air for vitiated air? Another object of the invention is to provide a cooling system with continuous air circulation in which the volume of air flowing through the system is automatically increased or diminished by thermostatic control means responsive to changes in the interior of the inclosure with their action modified by the prevailing temperature difference between the air within and without the inclosure.

Another object of the invention is to provide improved cooling apparatus, wherein solid carbon dioxide is used as the refrigerant, charac-. terized by novel means for controlling sublimaof a .railway passengercar embodying my inven- 4 tion.

Fig. II represents a side elevation of one end .6 of the railway car with portions thereof broken away to illustrate the front of the air cooling cabinet.

' Fig. III represents an end view of the car with portions thereof shown in crosssection as indicated by the lines IIIIII of Fig. I.

Fig. IV represents an enlarged front view of the cooling cabinet with a portion broken away to illustrate the interior thereof. a

Fig. V represents a vertical cross section of the same, taken asindicated by the lines V--V of Fig. IV.

Fig. VI represents a perspective view of the cooling cabinet and fresh air intake showing the damper controls.

Fig. VII represents a horizontal cross section of the coblingbabinet, taken as indicated by the lines VII -VII of Fig. V.

Fig. VIII represents an additional horizontal cross section of the cooling cabinet, taken as indicated by the lines VIIIVIII of Fig. V.

Fig. IX represents a fragmentary cross section of the cooling cabinet, taken as indicated by the lines IX--IX of Fig. V, and showing one of the damper operating shafts.

Fig. X represents a cross section, taken as indicated by the lines XX of Fig. IX, and showing one of the dampers of the cooling cabinet in detail.

Fig. XI represents a fragmentary perspectiveview of one of the finnedheat conducting elements disposed between the compartments of the cooling cabinet.

Fig. XII represents a detailed view showing the manner in which the finned heat conducting elements are attached to the cooling cabinet.

Fig. XIII represents a detailed plan view of the radiator employed at the fresh air intake of the car.

Fig. XIV represents an end view of the fresh air intake radiator.

Fig. XV represents a 'cross section of the fresh air intake radiator, taken as indicated by the lines XV-,-XV of Fig. XIV.

Fig. XVI represents a cross section of the fresh 'air intake radiator, taken as indicated by the lines XVI-XVI of Fig. XV.

Fig. XVII represents a cross section of one of a Fig. XIX is an enlarged cross section of the fresh air intake.

With particular reference to Figs. I, II and III of the drawings, there is shown an inclosure in the form of a railway pasenger car of conven tional type within which my invention is incorporated. The passenger space of the car is designated at P, and at each end thereof there is a bulkhead 1. Between each bulkhead 1 and the adjacent end wall 2 of the car, there is a central passageway 3. At one side of the passageway 3 there is a lavatory L, and at the otherside of the passageway 3 there is a cooling cabinet C which is hereinafter more particularly described. In the space between the cooling cabinet C and the bulkhead 1, there may be provided a wash basin 4 or other facilities depending upon the type of service in which the car is employed. Between the vestibule and the central passageway 3 at each end of the car there is a door 5. Each end of the car, in the present example of my invention, is a counterpart of the opposite end; and therefore, while the detailed description which follows is confined to the apparatus at one end of the car, it is to be understood that similar apparatus is preferably, though not essentially, provided at the opposite end.

The air cooling equipment incorporated in the railway car is adapted for use at all seasons of the year, and the same circulatory system of air circulation is employed in both summer and winter. During all seasons the passenger space P is substantially closed from the atmosphere by maintaining the side windows 6 closed and by keeping the end doors closed. except for the ingress and egress of passengers.

As shown in Figs. I, m and V, at each end of the car near the roof thereof there is provided an air intake 7 with a damper 8 and fresh air filter 11 therein through which fresh air from the atmosphere in regulated quantities is drawn into the interior of the car by means of a fan 9 driven by a motor 10. As shown in Fig. XIX, the filter 11 is removable for purposes of cleaning or replacement, the intake 7 being provided with a removable cap member 12 having therein a spring clip 13 which releasably holds the filter 11 in place. During all seasons of the year, the fan 9 is run continuously and serves not only to draw air in the desired quantity from the outside atmosphere through the intake 7 into the interior of the car, with incidental cleaning of the air, but also serves as the means for circulating used air in the car.

Air from the passenger space P is drawn by the fan 9 in parallel strata longitudinally of the car toward each end thereof and is admitted through a series of openings 14, 14a spaced at different elevations along the front of the cooling cabinet C, as clearly indicated in Fig. V. The used air from the passenger space is then conducted through a corresponding series of horizontal passages 15, 15a into a vertical air trunk 16 disposed at theback of the cooling cabinet C. From the vertical air trunk 16 the air is drawn upward to the vicinity of the fresh air intake 7 and is there passed through a radiator 19, and then mixed with air from the atmosphere in a plenum ormixing chamber 17. From the mixing chamber 17 the combined used and fresh air is discharged by the fan 9 into a discharge duct 18 which is in the form of an elbow, as clearly shown in Fig. I, and which leads back to the passenger space P near the roof of the car above the central passageway 3.'

Prior to the mixing of the used and fresh air in the plenum or mixing chamber 17, heat interchange is effected between the incoming fresh air and the circulating used air by means of the novel type of radiator 19 incorporated in the fresh air intake 7. The radiator 19 is shown in detail in Figs; XIII, XiV, XV and XVI. It is made of heat conducting metal folded upon itself to the shape of a fan and affords a series of adjacent channels 20, 20a separated by heat conducting vertical surfaces 28, the channels diverging inwardly from the side of the car. The outer end of the radiator 19 is provided with a rectangular flange 21 which fits over the inner end of the exteriorly projecting portion 22 of the fresh air intake 7. At its enlarged inner end the radiator 19 is also flanged as indicated at 23 and adjoins a humidifier 24. The channels 20 are closed-at the bottom by horizontal plates 25, and the channels 20a are closed at their outer ends'by curved plates 26. The top surface 27 of the radiator 19 serves as a baflie, and together with the vertically extending surfaces 28 guides the fresh air from the atmosphere into and through the humidifier 24. Preferably, also, I provide a baflle 29 adjacent to the fan 9, leading the used air from the car upward into the channels 20a of the radiator 19. It will be observed that all of the fresh air drawn by the fan 9 passes through the humidifier into the plenum or mixing chamber 17, the portionof the air received from the outside atmosphere passing through the conduit 22 and thence through the channels 20 into the humidifier 24. On the other hand the interchange, cooling or heating the used air in the car according to the difference in temperature between the exterior and interior of the car.

Air from the plenum or mixing chamber 17 is drawn into the fan 9 near its axis 30. As shown in Fig. IV, the fan 9 in the present example of my invention has three impellers 31 and discharges into a connecting duct 32 divided vertically and horizontally by partitions 33, 34. The

partitions 33, 34 serve as baflies well distributing the discharged air over the entire area of the connecting duct 32. The connecting duct 32 joins the end of the elbow-shaped discharge duct 18, and the combined used and fresh air is exhausted back to the passenger space through a heater 35 which is disposed adjacent to the bulkhead 1 near the roof of the car, and which is used only in the winter season.

The air cooling cabinet C is in the form of a container divided into a series of tiered compartments 36, each adapted to accommodate blocks of solid carbon dioxide as represented at 37 in Fig. V. Surrounding each solid carbon dioxide compartment 36 there are walls of insulating material 38. In the front of the cooling cabinet there are provided closure members 39 in the form of removable plugs of insulating material, each equipped with a handle 40 and dogs 41. In an obvious manner by removal of the closure members 39, the blocks of solid carbon dioxide 37 may be charged into their respective compartments 36. The blocks of solid carbon dioxide 37 each rest upon a support 42 which serves as a thermal control member. As shown more clearly in Fig. XVIII, the insulated support 42 is interiorly hollowed to afford gas pockets 43 and has openings 44 in the top surface thereof which permit the gases of sublimation to enter into the pockets 43, thus forming a dead space of the desired thermal quality, separating the solid carbon dioxide from the metallic heat conducting surfaces therebeneath. At the rear of each compartment 36 there is provided a spacing member 46 of wire mesh which serves as an abutment 48d and 48e, as indicated in Fig.'V'11I, join a common discharge pipe 49 located in the bottom passage 1541. The common gas discharge pipe 49 is bent to the shape of a sinuous coil and preferably provided with finned heat conducting surfaces 50, thus serving to absorb heat from that portion of the air from the passenger space of the car which enters through the opening 14a in the cooling cabinet C and passes through the passageway 150 into the vertical air trunk 16. The common gas discharge pipe 49 ultimately leads downward through the floor of the car as indicated at 51. and discharges to the atmosphere. It will be observed that that portion of the used air from the passenger space of the car which enters through the opening 14a and the circulating e 15a of the cooling cabinet C is unobstructed in its flow.

At the front of the cooling cabinet C in advance of each opening 14 there is provided a louver 52 in the form of a metal plate perforated with slots 53. Desirably the slots 53 are graduated from top to bottom, as to their number there shown the louver includes a cap 54 hinged at 55 and normally" held in closed position by a spring clip 56. Between the outside slots 53 of the cap 54 and the inside opening 14, there is provided a suitable filter 5'7 which serves to clear the air as it passes into the cooling cabinet. The filters 57 are removablyheld in place by marginal strips 58, 59, and in an obvious manner they may be replaced or temporarily removed by swinging down the cap 54. The filters 5'7 serve not only to collect foreign matter suspended in the air,

, but they purify the air as it passes into the cooling cabinet and prevent foreign matterirom being deposited within the passages 15, 150, thus avoiding unpleasant odors, and keeping the interior heat conducting surfaces clean.

In the openings 14 at the entrance to each air circulating passage 15 there are provided dampers 60, and additional dampers 60 are provided at the rear ends of the passages 15 controlling communication with the rear vertical air trunk 16.,

The air trunk 16 is separated from theside wall 61 of the car by a relatively thick wall 62 of insulation. There are no dampersin the bottommost passage 15a which is unobstructed. The dampers 60 are desirably of the form shownin Fig. X, and include fiat plates 63 spaced in parallel relation by means of spacing members 64. Each damper is mounted on an actuating shaft 65. With this construction, when thedampers are closed, thereare provided dead air spaces in series from the front to the back of the cooling cabinet effectively insulating the cooling conipartments 36 and cutting down to a the rate of sublimation of the solid carbon dioxide. Immediately below thethermal control member 42 for the solid carbon dioxide blocks 37, there is a flat metallic heat conducting plate 66 shown clearly in Figs. XI and XH. The plates 66 are bolted at their edges to angle irons 87 of the cooling cabinet in such manner as to be readily removable, and they @are insulated from the angle irons 67 by means of leather strips 67a. Each plate 66 has depending vertically therefrom a series of closely spaced fins 68. The fins 68 extend in substantially parallel relation across the air circulating passages 15 to afford relatively large heat conducting surfaces through which heat from the circulating air is absorbed incident to the passage of air through the cabinet. 1

As shown in Fig. V, at the bottom of each air circulating passage 15 there is provided an inclined plate 69 which slopes forwardly and downwardly toward the front of the cabinet and ter-.,

minates in a trough-shaped gutter '10. The plates 69 serve as drain plates causing the moisture deposited thereon to flow into the trough shaped gutter '70 from whence the moisture is discharged into drain pipes 71 which lead downwardly through the base of the cooling cabinet C and through the bottom of the car.

The systemcf temperature control of the present invention avoids the expense and careful attention which is characteristic of systems wherein the air circulation is effected by means which are continually starting and stopping. According to the practice of my invention, the fan 9 runs continuously, and there is always a definite and positive circulation of used air in the car. as well as admission of fresh air from the outside of the car. As clearly shown in Fig. VI, the

outside damper 8 located in the fresh air intake '1 is provided with means for allowing a quantity of air to pass through the intake when the damper is closed. In the present example of my invention. such means comprises a series of perforations 85 extending through the damper 8, though As clearly shown in Fig. VI, all of the inside.

dampers 60 are connected together for simultaneous opening and closing, and likewise the movement of the outside damper 8'follows the movement of the inside dampers 60. In the example 1 illustrated. the shafts of the inside dampers extend through bearings 86, see Fig. IX, and through the insulated side walls .38 of the. cooling cabi-" net to the exterior thereof, where they terminate in sheaves 87. At the top of the cooling cabinet C there is provided a damper actuating shaft 88 which has at one end a'sheave 89 connected by a belt 90. with a sheave 91 associated with the intake damper 8. The damper actuating shaft 88 has at the opposite end a sheave 92 which is connected by a cable 93 with all of the'individual damper operating sheaves 87, the cable 93 being wound around each sheave and terminating in a tension spring 94 which is rigidly fixed to the railway car as indicated at 95. From the above description it will be apparent that all of the inside dampers 60, both those at the front and back of the cooling cabinet C, are mechanically interconnected with the intake damper 8 for simultaneous opening and closing.

Associated with the fresh air intake 7 there is a thermostatic control means 96, preferably of the sylphon type, such means being responsive to changes in the temperature of the fresh air admitted from the o1'1tsideatmosphere. Also, in the interior of the car, and preferably disposed in the discharge duct- 18 in advance of the heater 35, there is an additional thermostatic control means 97 also of the sylphon type.v The outside sylphon 96 and the inside sylphon 97 jointly control the opening and closing of the outside damper 8 and the inside damper 60 through a cumulative action. One example of the mechanism by which this is accomplished is diagrammatically represented in Fig. VI. At the rear of the outside sylphon 96 there is provided a lever 98 pivoted at a fixed point 99. To the opposite end of the bell crank lever 98 there is attached a cable 100. The cable 100 leads to a lever arm 101 pivotally mounted on a fixed shaft 102. The lever arm 101 has integral therewith an arm 103 which is attached to one end of the inside sylphon 97. The opposite end of the sylphon 97 abuts against a bell crank lever 104, the two arms of which are of equal length. To the bell crank lever 104 there is attached a cable 105 which leads to a sheave 106, mounted on the damper actuating shaft 88.. and which is there attached. The movement of the lever arm 101 is limited in one direction by a stop l07 which is essential to define the fully open position of the dampers 8 and 60.

With the arrangement shown. the action of the outside sylphon 96 and that of the inside sylphon 97 is cumulative. Expansion of either sylphon tends to increase the tension on the cable 105 turning the sheaves 87, 91 in a clockwise direction against the pull of the spring 94. On the other hand, contraction of either sylphon 96, 97 tends to relieve the tension on the cable 105,

slackening the same; and through the influence of the spring 94 the sheaves 8'7, 91 are all turned in a counter-clockwise direction. Moreover, it is to be noted that the distance from the point of attachment of the cable 100 at the lever arm 101 to the fixed shaft 102, as represented at y. is substantially three times the distance between the point of attachment of the cable 105 at the outside sylphon 96 is set to operate between a range of temperature, say from 75 to 105 degrees F. Let it also be assumed that the inside sylphon 9'7 is set to operate between a range of temperatures, say from 45 to 75 degrees F; Let is also be assumed that the dampers are originally adjusted so that they are closed when the air in the car is in the vicinity of the basic predetermined temperature desired for comfort, and that this temperature is say 70 degrees F. In the winter season the outside sylphon 96 will be fully contracted and unaffected by changes in temperature. The inside sylphon 97 will by itself regulate the opening and closing of both the outside damper 8 and the inside dampers 60. As the temperature in the car is lowered below the basic temperature of 70 degrees F., the inside sylphon 97 will contract, causing a counterclockwise movement of the sheaves 8'7, 91 and causing a counterclockwise movement of the dampers 60, 8 from vertical closed position to open position. Opening of the outside damper 8 and of the inside dampers 60 in the manner described will cause a greater admission of fresh air from the outside atmosphere and a greater volume of used air in the car to be drawn into the mixing chamber 17. Consequently more air will be passed over the heater 35', and the temperature of the air in the interior of the passenger space P will tend to rise. When the temperature has risen to the basic temperature of 70 degrees F., the inside sylphon 97 will expand and return to its original position, closing all the dampers.

In the summer season the outside sylphon 96 operates together with the inside sylphon 97 to effect modulated control of both the outside damper 8 and the inside dampers 60, in accordance with the following formula recognized by heating and ventilating engineers as applicable to the cooling of inclosures where 'people assemble:

or 81 degrees F..

It will be observed that the temperature control mechanism is so arranged as to follow the above formula. The outside sylphon 96 is responsive to temperature changes in the outside atmosphere and modifies the action of the inside sylphon 97 in' accordance with the temperature difference between the exterior and interior of the car, the outside sylphon 96 having one-third the effect of the inside sylphon 97 in causing simultaneous movement of the outside damper '8 and the inside dampers 60.

Accordingly, it will be apparent that the volume of air, both used air and fresh air from the atmosphere, flowing through the circulatory system of the car, is increased or diminished in response to changes in the interior temperature of the car, but such action is modified by the prevailing temperature difference between the air outside the car and that within the car.

Preferably the thermostatic control mechanism is initially arranged in such manner that in the summer season the outside damper 8 and inside dampers 60 will close when the temperature in the mixing chamber is at, say 50 degrees F., and

will open when the temperature in the mixing chamber is at, say, 60 degrees F. In the winter season the dampers are set to close at a temperature of, say '70 degrees F. in the mixing chamber and to open at a temperature of, say, 60 degrees F. in the mixing chamber. The above tempera ture values are given as examples, and other temperature ranges of operation are obviously obtainable with this system by utilizing sylphons 96, 97 of the proper travel for the desired temperature range. Further, while levers have been employed to illustrate the cumulative effect between the action of the sylphons 96, 9'7, it is obvious that the same result may be obtained by direct action of one sylphon upon the other. It would; of course, be necessary to select the sylphons in such manner that an increase of 3 degrees F. on sylphon 96 will produce the same effect as 1 degree F. on sylphon 97. In this manner, the combination. of sylphons 96, 97 will automatically function to hold the inside temperature 1 degree higher than the base temperature for each 3 degrees rise in the outside temperature. Moreover, it will be observed that precisely the same apparatus is employed throughout all seasons of the year and that no adjustments need be made between seasons, the only difference in the operation during the winter season as compared to that during the summer season being in the direction of rotation of the dampers from closed to open position and vice versa. Furthermore, at all seasons of the year and under all conditions of temperature, there is circulation both of fresh air from the outside atmosphere and of used air from the passenger space of the car, for the fan 9 is run continuously, the volume of air in the circulatory detail with reference to a specific embodiment thereof in a railway passenger car, it will be apparent that various changes may be made in the form of the specific apparatus described without departing from the spirit of my invention, and that certain features ofthe invention may at times be used to advantage without a corresponding use of other features.

Having thus described my invention, I claim:

1. A method of cooling and conditioning air in an inclosure which consists in admitting fresh air from the outside atmosphere at one end of said inclosure into the interior thereof. drawing substantially the whole body of used air in the central region of the inclosure in parallel strata toward the endthereof. cooling said used air in transit by contact of each stratum with a refrigerant medium; mixing the cooled air with the fresh air admitted from the atmosphere, and discharging the mixed air into the inclosure neartoward the end thereof, cooling said used air in transit by contact of each stratum with a refrigerant medium, passing the cooled air in indirect contact with the air admitted from the atmosphere with heat interchange, then mixing the cooled air with the air from the atmosphere, and discharging the mixed air into the inclosure near the top thereof.

3. A method of cooling and conditioning air in an inclosure which consists in admitting fresh air from the outside atmosphere into the interior thereof, drawing substantially the whole body of used air in the central region of the inclosure in parallel strata toward the point where said outside atmospheric air is admitted, cooling the used air in transit by indirect-contact with solid carair admitted from the atmosphere, the mixed air into the inclosure near the top thereof, and regulating the quantities of fresh air admitted to the inclosure as well as the quantities of-used air cooled by the solid carbon dioxide in accordance with the interior temperature of the inclosure as modified by the temperature difference between the interior and'exterior of the inclosure.

4. A method of coolingand conditioning air in an inclosure which consists in continuously admitting fresh air from the atmosphere into a mixing chamber in the interior of the inclosure, continuously drawing used air from the central region of the inclosure toward the mixing chamber,

cooling said used air in transit, mixing the used air with the fresh air in said mixing chamber, regulating the admission of fresh air as well as the circulation of used air in accordance with the interior temperature of the inclosure as modified by the temperature difference between the interior and exterior of the inclosure, and discharging the mixed air back into the inclosure.

5. A method of cooling and conditioning air in an inclosure which consists in continuously admitting fresh air from the outside atmosphere into a mixing chamber in the interior of the inclosure, drawing substantially the whole body of used air in the central region of the inclosure in parallel strata toward the mixing chamber, cooling said used air in transit by indirect contact of each stratum with a refrigerant medium, mixing the cooled used air with the fresh air in said mixing chamber, regulating the admission of fresh air as well as the circulation of used air in accordance with both the interior temperature and the temperature differential between theinterior and exterior of the'inclosure, and discharging the mixed air back into the inclosure.

- 6. A method of cooling and conditioning air in an inclosure which consists in admitting fresh air from the outside atmosphere at one end of said inclosure into the interior thereof, with incidental cleaning of the air, drawing substantially the whole body bf used air in the central region of the inclosure in parallel strata toward said end of the car, with incidental cleaning of such used air, then cooling said used air in transit by contact of each stratum with a refrigerant medium, mixing the cooled air with the fresh air admitted from the atmosphere, and discharging the mixed air into the inclosure.

7. Apparatus for cooling and conditioning air in an inclosure comprisinga mixing chamber in the interior of the inclosure, a fresh air intake leading from outside the inclosure to said mixing chamber and including air cleaning means, air

circulating ducts disposed at different elevations bon dioxide, mixing the cooled air with the fresh from the floor substantially to the top of the inclosure, said ducts including air cleaning means and leading to said mixing chamber, tiered refrigerant compartments in proximity to said air circulating ducts, and means for drawing air from the central region of the inclosure through said circulating ducts to said mixing chamber and discharging the mixed air back to the inclosure.

8. Apparatus for cooling and conditioning air in an inclosure comprising a mixing chamber in air back to the central region of the inclosu'i'e near the top thereof, through said discharge duct.

9. Apparatus for cooling and conditioning air in an inclosure comprising a mixing chamber in the interior of the inclosure, a fresh air intake leading from outside the inclosure to said mixing chamber, air circulating ducts disposed at different elevations from the floor substantially to the top of the inclosure, tiered refrigerant compartments in proximity to said air circulating ducts,

said fresh air intake'including a radiator having passages separated by heat conducting surfaces, certain of said passages conducting atmospheric air to said mixing chamber and the other passages connecting said air circulating ducts to said mixing chamber, a discharge duct leading from said mixing chamber tothe central region of the inclosure, and means for drawing air from the central region of the inclosure through said circulating ducts and from the atmosphere through said fresh air intake into the mixing chamber and discharging said air through said discharge duct into-the central region of the inclosure.

10. Apparatus for cooling and conditioning air I in an inclosure comprising a mixing chamber in the interior of the inclosure, a fresh air intake leading from outside the inclosure to said mixing chamber, an air circulating duct leading from the interior of the inclosure to said mixing chamber and passing in indirect contact with a refrigerant medium, said fresh air intake including a radiator having passages separated by heat conducting ,surfaces, certain of said passages conducting outside atmospheric air to said mixing chamber, and the other passages connecting said air circulating duct to said mixing chamber, a

. discharge duct leading from said mixing chamber to the interior of the inclosure, and means for drawing air from the interior of the inclosure through said air circulating duct and air from the outside atmosphere through said fresh air intake into the mixing chamber and discharging said mixed air through said discharge duct into the interior of the inclosure.

11. Apparatus for cooling and conditioning air in an inclosure comprising afresh air intake leading from the outside of the inclosure to the inside thereof, refrigerant compartments disposed in tiers from the floor substantially to the top of the inclosure, air circulating ducts disposed between said refrigerant compartments in thermal contact with the refrigerant and leading to the vicinity of the fresh air intake, said fresh air intake including a fan-shaped element folded upon itself to afford a series of adjacent channels sep= arated by heat conducting surfaces, alternate channels conducting outside atmospheric air, and the other channels conducting air received from said circulating ducts, and means for drawing air from the interior space of the inclosure through said circulating ducts and air from the outside atmosphere through said fan-shaped element and discharging the combined air into the interior of the inclosure.

12. Apparatus for cooling and conditioning air in an inclosure comprising a mixing chamber in the inclosure, a fresh air intake leading from outside the inclosure to said mixing chamber and having a damper controlling the admission of air therethrough, refrigerant compartments disposed at different elevations from the floor substantially to the top of the inclosure, air circulating ducts disposed between said refrigerant compartments in thermal contact with the refrigerant and leading to said mixing chamber, said ducts having dampers controlling the circulation of air therethrough, means for drawing air from the interior of the inclosure through said air circulating ducts and drawing additional air from said fresh air intake into said mixing chamber and discharging the combined air back to the interior of the in closure, andmeans connecting the damper of said fresh air intake with the dampers of said circulating ducts for simultaneous opening and closmg.

13. Apparatus for cooling and conditioning air in an inclosure comprising a mixing chamber in the inclosure, a fresh air intake leading from outside the inclosure to said mixing chamber and having a damper controlling the admission of air therethrough, refrigerant compartments disposed at different elevations from the floor substantially to the top of the inclosure, air circulating ducts disposed between said refrigerant compartments in thermal contact with the refrigerant and leading to said mixing chamber, said ducts having dampers controlling the circulation of air therethrough, means for drawing air from the interior of the inclosure through said air circulating ducts andsdrawing additional air from said fresh air intake into said mixing chamber and discharging the combined air back to the interior of the inclosure, means connecting the damper of said fresh air intake with the dampers of said circulating ducts for simultaneous opening and closing, and thermostatic control means responsive to changes in the interior temperature of the inclosure as modified by the prevailing temperature difference between the inside and outside of the inclosure for governing the movement of said dampers.

14. Apparatus for cooling and conditioning air in an inclosure comprising tiered compartments for accommodating solid carbon dioxide refrigerant, air circulating ducts disposed between said compartments in indirect contact with the refrigerant and opening to the interior of the inclosure, an additional lowermost air circulating duct leading from the interior of the inclosure beneath said compartments and not in contact therewith, an air trunk joining all of said circulating ducts and leading back to'the interior of the inclosure, discharge pipes for the gases of sublimation leading from said compartments to said lowermost duct and there terminating in a radiator having relatively large heat conducting surfaces, and means for drawing air from the interior of the inclosure through said ducts and 1,986,978 air trunk and discharging the air back to the mterior of the inclosure.

15. Apparatus for cooling and conditioning air in an'inclosure comprising a cooling container divided into tiered compartments for accommodating solid carbon dioxide refrigerant, air circulating ducts passing through said container in partmen'ts leading from the interior of the instructed air circulating duct'and there provided "to the interior of the inclosure.

closure through said container, an air trunk joining all of said circulating ducts at the back of the 'container and leading to the interior of the inclosure,- discharge pipes for the gases of sublimation leading from said compartments to said: unobwith relatively large heat ,conducting surfaces, and a continuously operating fan for drawing air from the interior of the inclosure through said ducts and air trunk and discharging the air back 16. Apparatus for cooling and conditioning air -in an inclosure comprising a cooling container divided into a series of compartments for accommodating solid carbon dioxide refrigerant, air circulating ducts passing through said container in indirect contact with the refrigerant and opening at the front of the container to the interior of the inclosure, dampers in said air circulating ducts, an additional unobstructed air circulating duct not in contact with the refrigerant compartments leadingfrom the interior of the inclosure through said container, an air trunk joining all of said ducts at the back of the container and leading to the interior of the inclosure, discharge pipes for the gases of sublimation leading from said compartments through said air trunk and through said unobstructed air circulating duct, the dampers aforesaid affording when closed dead air spaces separating the ducts with which they are associated from the interior of the inclosure and from said air trunk, and a continuously operating fan for drawing air from the interior of the inclosure through said ducts and air trunk and discharging the air back to the interior of the inclosure.

.17.' Apparatus for cooling and conditioning air in an inclosure comprising a compartment for accommodating solid carbon dioxide refrigerant, an

, thermal control of said plate.

wnmM J. MADDEN. 

